Performance Measurement Framework and Congestion Management Update - Review of Best Practices

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2 Prepared for Maricopa Association of Governments 302 North 1st Avenue Phoenix, Arizona July 2008

3 Section Content Page 1 List of Acronyms 1 Introduction Background Existing Performance Measurement Program and Next Steps Existing Congestion Management Strategies and Next Steps Performance Measures Best Practices Introduction to Agencies Reviewed (Performance Measures) Performance Measures Topics Objectives/Goals Performance Measures Tools/Methodologies Selection of Geographic Areas for Analysis Data Collection and Analysis Data Processing Delivery/Reporting Overall Success of the Program Program Costs Lessons Learned Other Performance Measures Programs and Research of Note FHWA s Office of Transportation Management National Transportation Operations Coalition (NTOC) Performance Measures Task Force FDOT District Five ITS Performance Measures Research San Francisco Bay Area Freeway Performance Initiative TCRP Report 88: A Guidebook for Developing a Transit Performance- Measurement System Federal Highway Administration Research Concerning Travel Time Reliability Data Visualization Examples Congestion Management Process Best Practices Overview of FHWA CM Handbook Introduction to Agencies Reviewed (CMP) CMP Topics Objectives/Goals Cooperation with Other Partners Support Provided by Performance Measures Program Development of Effective CMP Tools Delivery/Reporting Integration of Results into Program Development/Planning Overall Success of Program Program Costs Lessons Learned Key Findings Relevant to MAG Performance Measures Findings and Recommendations Congestion Management Findings and Recommendations Appendix A - Performance Measure Definitions Appendix B - HRPDC Congestion Mitigation Strategy Toolbox 49 50

4 List of Acronyms AADT Average Annual Daily Traffic AASHTO American Association of State Highway and Transportation Officials ADMS Archived Data Management System ADOT Arizona Department of Transportation AMPO Association of Metropolitan Planning Organizations ATPI Atlanta Transportation Performance Index BTH Business, Transportation, and Housing Agency BRT Bus Rapid Transit BTS Berkeley Transportation Systems Caltrans California Department of Transportation CATT University of Maryland Center for Advanced Transportation Technology CDW Central Data Warehouse CMAQ Congestion Mitigation and Air Quality CMP Congestion Management Process CMS Congestion Management System CTOC Citizens Transportation Oversight Committee DART Dallas Area Rapid Transit DOT Department of Transportation DRCOG Denver Regional Council of Governments FDOT Florida Department of Transportation FHWA Federal Highway Administration FPI Freeway Performance Initiative FSP Freeway Service Patrol FTA Federal Transit Administration FTC Florida Transportation Commission GCM Gary, Chicago, Milwaukee GP General Purpose Lanes GRTA Georgia Regional Transportation Authority GNB - Grey Notebook HOV High Occupancy Vehicle Lanes HPMS Highway Performance Monitoring System HRPDC Hampton Roads Planning District Commission ICMA International City/county Management Association ISTEA Intermodal Surface Transportation Efficiency Act ITE Institute of Transportation Engineers ITS Intelligent Transportation Systems KPI Key Performance Indicator LOS Level of Service LRP Long Range Plan M&O Management and Operations MAG Maricopa Association of Governments MAP Metropolitan Atlanta Performance Report MARTA Metropolitan Atlanta Rapid Transit Authority

5 List of Acronyms (continued) MCDOT Maricopa County Department of Transportation MPH Miles Per Hour MPO Metropolitan Planning Organization MTP Metropolitan Transportation Plan NCRHP National Cooperative Highway Research Program NCTCOG North Central Texas Council of Governments NOx Nitrogen Oxide NTOC National Transportation Operations Coalition PeMs Freeway Performance Measurement System PM Performance Measurement PSRC Puget Sound Regional Council RCTO Regional Concept of Transportation Operations RTOC Regional Traffic Operators Committee RTP Regional Transportation Plan SAFETEA-LU Safe, Accountable, Flexible, Efficient, Transportation Equity Act A Legacy for Users SANDAG San Diego Association of Governments TAG Technical Advisory Group TCRP Transit Cooperative Research Program TDM Travel Demand Management TEU Twenty-Foot Equivalent Unit TIP Transportation Improvement Plan/Program TMA Transportation Management Area TMC Traffic Management Center TRB Transportation research Board TRE Trinity Railway Express TSM Transportation system Management TTI Travel Time Index US DOT United States Department of Transportation VDOT Virginia Department of Transportation VOC Volatile Organic Compounds VMT Vehicle Miles Traveled WSDOT Washington State DOT

6 1. Introduction This memorandum represents the results of research conducted as part of the first Phase of the Maricopa Association of Government s (MAG) Congestion Management Update (PM/CMP) Project. The primary objectives of this project are as follows: Develop a framework and prototype report as a tool for evaluating the effectiveness of regional strategies for moving people, goods, and services in relation to costs and time. Update MAG regional congestion management strategies to facilitate system evaluation based on performance measures developed as part of the study. Comply with Proposition 400 audit requirements as well as federal requirements detailed as part of the Safe, Accountable, Flexible, Efficient, Transportation Equity Act - A Legacy for Users (SAFETEA-LU). Phase I of this project includes the development of this best practices memorandum and the initiation of the Technical Advisory Group (TAG). Phase II will include the development of a framework for performance measurement strategies and the development of implementation plans and reporting methodologies for multi-modal transportation systems at the regional and corridor level. It is an immutable law in business that words are words, explanations are explanations, promises are promises but only performance is reality. - Harold S. Geneen, former CEO Raytheon Phase III will incorporate the results of the performance measurement framework developed in Phase II into the congestion management update. This update is needed to comply with federal requirements in SAFETEA-LU regarding the Congestion Management Process (CMP). The update will include development of evaluation tools that will allow for a multi-modal transportation system analysis, as well as reporting methodologies for disseminating the results. It is anticipated that the successful implementation of this project will result in MAG achieving the following goals: Move toward scientific program development based on objectives-based, performance driven planning Enhance the TIP/other program planning decision-making processes to enable MAG to better evaluate and prioritize both existing and proposed projects Provide the tools necessary to support Proposition 400 audit requirements Enable MAG to better meet regional congestion mitigation objectives The content of this memorandum begins with an overview of MAG s recent experiences related to performance measurement and congestion management and a discussion of the purpose of this project. This is followed by discussions of performance measurement and congestion management best practices stemming from research into the activities of a select number of key agencies, as well as a summary of other relevant performance measures-related research and data visualization examples from around the country. It concludes with a discussion of key findings relevant to MAG and recommended next steps.

7 2. Background The Maricopa Association of Governments is the designated metropolitan planning organization (MPO) for transportation planning for the metropolitan Phoenix area. MAG s membership consists of the 25 incorporated cities and towns within Maricopa County and the contiguous urbanized area, the Gila River Indian Community, the Salt River Pima-Maricopa Indian Community, Fort McDowell Yavapai Nation, Maricopa County, the Arizona Department of Transportation (ADOT), and the Citizens Transportation Oversight Committee (CTOC). ADOT and CTOC serve as ex-officio members for transportation-related issues. The Regional Transportation Plan (RTP) - adopted in is a performance based comprehensive Regional Plan that covers all major modes of transportation. The Plan was adopted in conjunction with Proposition a voter approved extension of a half-cent sales tax for transportation improvements in the region. One of the key functions of the Plan is to establish and implement processes to examine and address expected congestion during the next twenty years, as well as to determine overall revenue and cost estimates for the program. Pursuant to Arizona statues, Proposition 400 requires the establishment of performance measures for all major transportation modal categories and requires performance audits of proposed transportation projects and systems starting in MAG PM/CMP Project is framed within the context of the guiding principles adopted during 2003 and will seek to revisit and re-align the strategies and goals as they relate to new Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) guidelines for the development of Metropolitan Transportation Plans. These guidelines place a greater emphasis on the strategic integration of MAG s CMP into the multimodal regional transportation system plan. Furthermore, transportation system management and operations components are to be directly linked to improving the performance of the existing and planned surface transportation system. This project will seek to develop solutions for this integration, through the development of a performance measurement program and its comprehensive application to the CMP. The MAG PM/CMP Project will revisit and realign strategies and goals as they relate to new Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) guidelines for the development of Metropolitan Transportation Plans. 2.1 Existing Performance Measurement Program and Next Steps As previously indicated, the adoption of the new Regional Transportation Plan in November 2003 and the passage of Proposition 400 in November 2004, established statutory requirements for MAG, as the regional planning agency, to develop multimodal performance measures for the regional transportation system. Beginning in 2010 and every five years thereafter, A.R.S requires the auditor general to contract with a nationally recognized independent auditor to conduct a performance audit of the regional transportation plan and projects scheduled for funding during the next five years. The audit will examine the RTP projects that are scheduled for funding within each transportation mode and evaluate them using a specific set of performance measures as part of a Performance Monitoring Program. In addition, it will review past expenditures on the RTP and examine the performance of the transportation system in relieving congestion, and improving mobility and accessibility. The audit is also required to provide recommendations regarding whether further implementation of a project is warranted, warranted with modifications, or not warranted. A preliminary process has been developed that serves as the basis for existing transportation system performance monitoring and reporting activities. Information from this process has been integrated into MAG 2007 and 2008 Regional Transportation Plan (RTP) updates, as well as the 2007 Annual Report on Proposition 400. Performance measures included as part of the existing MAG program include 1 : Travel Time

8 Level of Service Delay Level of Congestion Transit Performance Indicators Other System Parameters The goal of Phase II of MAG PM/CMP Project will be to review and enhance the tools that currently support MAG s existing performance monitoring program, facilitating the integration of performance measurement data into MAG s congestion management process, thereby improving its usefulness as a decision-making tool in the multimodal regional transportation planning and programming process. Activities to be carried out as part of this effort will include: Establish a set of performance factors and measures that can be consistently applied across transportation modes and communicated to decision makers, stakeholders, and to the public on a periodic basis. Development of strategies and a methodology to analyze and evaluate various performance measures as they relate to the RTP, and as objectives established by the legislative mandate of Proposition 400. Development of reporting/visualization techniques that will communicate results to the public. The reporting function of this project will provide decision makers and the public in general with a better understanding of the progress that is being made in the implementation of the RTP and Proposition 400, and how these investments are improving the overall performance of the system. This will include close coordination of program data and findings with transit agencies, as well as detailed analysis and synthesis of the monitoring program results in preparation for the five year audit cycle. 2.2 Existing Congestion Management Strategies and Next Steps MAG s Congestion Management System (CMS) is the current congestion management tool in place for the region. As part of the requirements promulgated under the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, the region developed a CMS that was approved by MAG Regional Council in September The CMS was primarily developed through the CMS Working Group and built on several years of analysis that culminated in a Congestion Management Systems Alternatives report published in April Performance measurement is a process of assessing progress toward achieving predetermined goals, including information on the efficiency with which resources are transformed into goods and services (outputs), the quality of those outputs (how well they are delivered to the client and the extent to which clients are satisfied) and outcomes (the results of a program activity compared to its intended purpose), and the effectiveness of government operations in terms of their specific contributions to program objectives. - From NCHRP Synthesis 311: Performance Measures of Operational Significance for Highway Segments and Systems (2003), pg. 5. MAG s CMS is a multimodal planning process that considers a variety of alternative transportation options in an effort to reduce congestion throughout the greater metropolitan region. This is an ongoing process that provides for the identification of congested areas; implements the development of system management alternatives and defines the continuing process for traffic management in the MAG Region; monitors sub-regional and regional travel patterns; and applies multimodal transportation improvements and travel reduction efforts to the congested portions of the transportation system. MAG s current CMS is composed of two primary elements: The establishment of a series of strategies to address congestion The development and implementation of a rating system to evaluate proposed congestion management strategies and evaluate the effectiveness of implemented strategies. As part of the ratings system process each project is given a 1 to 100 score based on criteria including: relative congestion levels, mobility zone factors, cost effectiveness, and multimodal enhancements. 1 From Chapter 20, Performance Monitoring and Assessment, of the MAG 2007 Regional Transportation Plan Update.

9 In February of 2007, the US DOT, Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) issued a final rule on the development of Metropolitan Transportation Plans and Congestion Management Systems as part of SAFETEA-LU. The revised regulations changed the congestion management strategy requirement from a Congestion Management System (CMS) to a Congestion Management Process (CMP), and emphasized the strategic integration of the CMP into the multimodal regional transportation system plan. In light of these new regulations, the goal of Phase III of MAG s PM/CMP Project will be to restructure the CMS into a CMP, and to better integrate data from MAG s Performance Measurement Program into the CMP, increasing its effectiveness as a decision-making tool to be applied as part of the regional multimodal transportation planning and programming process. The performance measures system and CMP are viewed as additional tools to help that process. However, the PSRC has significant financial and political limitations.

10 3. Performance Measures Best Practices Increased customer expectation and public sector accountability have helped to focus attention on the importance of performance measurement. Transportation agencies have instituted performance measures and the associated monitoring, evaluation, and reporting processes for a variety of reasons to provide better information about the transportation system to the public and decision makers; to improve management access to relevant performance data; and to generally improve agency efficiency and effectiveness, particularly where demands on the transportation agency have increased while the available resources have become more limited. As stated in Reinventing Government 2 : If you don t measure results, you can t tell success from failure. If you can t see success, you can t reward it. If you can t see failure, you can t correct it. Performance measures are often described as input, output, or outcome measures. Input measures look at the resources dedicated to a program (e.g., infrastructure funding); output measures look at the products or services delivered (e.g., miles of roadway covered by ITS infrastructure and number of service patrol responses); and outcome measures look at the impact of the products on the goals of the agency (e.g., roadway travel times and measures of roadway congestion). Outcome measures are preferred because they directly link the agency s goals to the results of the activities undertaken to achieve them. At the same time, outcome measures are more difficult to define and measure. In deciding which measures to use, the agency needs to consider whether enough data can be collected to allow a measure to be calculated with sufficient accuracy for it to be a useful tool in guiding decision-making. WSDOT effectively managed their urban freeway system by answering policy-oriented questions. 3.1 Introduction to Agencies Reviewed (Performance Measures) This section provides an overview of the agencies for which research was conducted as part of this best practices study: Washington State DOT - The Washington Department of Transportation (WSDOT) is among the nation s leaders in the development and implementation of transportation performance measures, and has an entire section of its web page 3 devoted to performance measures and other accountability topics. Their signature product is Measures, Markers, and Mileposts (also known as the Gray Notebook). The first stage in the development of WSDOT s congestion reporting system was possible because the NW Region (which includes the majority of the Seattle metro area) had a freeway management system in place since the late 1970s. The staff that managed that system were concerned that: They would be asked to justify their expenditures for that system and its continued operations costs, and They wanted those same results to help justify requests for funding to expand and improve the system. These interests led to the creation of a performance reporting system in the late 1990s that resulted in many of the measures now used nationally. It also resulted in development of much of the software currently used to perform ongoing data analysis. 2 David Osborne and Ted Gaebler, Reinventing Government, Addison-Wesley Publishing Co.,

11 The second stage occurred when the original system was modified to fit the current needs of WSDOT, and became part of the Grey Notebook (GNB.) At the time (early in this decade) the WSDOT was viewed as not being accountable to the public or to the legislature. When Doug MacDonald was appointed as Secretary of Transportation, he made a significant effort to create a very public performance reporting system. One of the first areas included was congestion on the urban freeway system. As part of this effort, minor changes in reporting statistics were made to better reflect the specific needs of the different audiences (i.e., more oriented towards non-technical people). Puget Sound Regional Council (PSRC) - The Puget Sound Regional Council is a multipurpose regional planning agency that includes transportation as one element in an integrated comprehensive planning portfolio. PSRC also functions as the metropolitan planning organization for the Seattle, Washington metropolitan area. The current performance measures and CMP are viewed as a progressive update to PSRC s original Congestion Monitoring System (first developed in 1995). The Seattle Metropolitan region has been working towards developing multi-modal solutions to regional transportation issues (with mixed success) for many years. The performance measures system and CMP are viewed as additional tools to help that process. However, the PSRC faces significant financial and political limitations. These impact the speed with which the CMP can be implemented. Thus, while the concept behind the use of performance measures and the CMP is well accepted, implementation of the desired strategies is constrained by available resources. Florida Department of Transportation - For the past several years, the Florida Department of Transportation (FDOT), the Florida Transportation Commission (FTC), and ITS Florida have been working toward the development of performance measures for use in assessing the value of Florida s ITS Program (to increase agency accountability). Until fairly recently, most of the performance measures identified as part of this effort were output-oriented, but it was decided in late 2004 to include more outcome-based measures. In the fall of 2006, a list of reliability measures was defined as part of this ongoing process. The selected measures buffer time index, travel time index, and delay all use the same base data (either travel time or speed converted into travel time). The PSRC developed draft performance measures in support of the CMP. Because the data required to support those measures did not exist and could not be obtained within the available budget, PSRC is working towards developing those measures on a fiscally constrained basis. Georgia Regional Transportation Authority - Congestion is a major political issue in the Atlanta region. This led to the creation of the Georgia Regional Transportation Authority (GRTA), which has a mandate to track transportation performance on a regional basis. GRTA s enabling legislation requires them to measure and report on regional transportation - highways and transit. This has resulted in the development and update of the Metropolitan Atlanta Performance (MAP) Report which sets baselines and targets for use in tracking the overall performance of the transportation system in metropolitan Atlanta. Measures and targets are set in five general categories Mobility, Transit Accessibility, Air Quality, Safety, and overall Transportation System Performance. California Department of Transportation - The California Department of Transportation (Caltrans) has been working to implement a statewide transportation system performance measures program over the past several years. Since 2005, Caltrans has been reporting a select set of performance measures to the Business, Transportation and Housing Agency (BTH) on a quarterly basis. The quarterly reports submitted to the BTH include the vital few performance measures that Caltrans has identified as reflecting the goals and objectives in Caltrans Strategic Plan. Although the performance measures program is not officially a part of the program planning process, the recent approval of Proposition 1B (The Highway Safety, Traffic Reduction, Air Quality, and Port Security Bond Act of 2006) has established requirements that Caltrans

12 provide demonstrable congestion relief, enhanced mobility, improved safety, and stronger connectivity to benefit traveling Californians. 3.2 Performance Measures Topics This section provides an overview of the technical characteristics and challenges associated with the performance measurement programs implemented by each of the agencies described in section 3.1, Introduction to Agencies Reviewed (Performance Measures) Objectives/Goals Washington State DOT - Initial efforts were focused on evaluation of the congestion management techniques being applied to more effectively manage the urban freeway system. This quickly transformed into answering specific policy oriented questions. These included such issues as What effects do the imposition of ramp metering have on freeway performance?, What changes in roadway performance have occurred as a result of the addition of new capacity?, Are the HOV lanes being used effectively?, What impact is the incident response program having on travel times experienced by the public?, What changes are occurring in congestion and vehicle throughput as the region grows?, and What impact is gas price having on travel in the region? Puget Sound Regional Council - The primary objective at PSRC is to support the existing PSRC planning process and especially the update of the Destination 2030 plan to the new Vision 2040 plan. An important, but secondary objective was to support the project identification, selection and prioritization function performed by PSRC. The larger policy questions at PSRC focus on whether the region s transportation and land use decisions are effectively supporting the State s growth management legislation, and whether the transportation projects being selected are effectively serving the region. The MAP report is primarily focused on highways and transit, in five general categories: Mobility, Transit Accessibility, Air Quality, Safety, and overall Transportation System Performance. Accountability is important to PSRC, given the State s political climate, but PSRC is under less direct accountability scrutiny than WSDOT, in large part because PSRC neither builds nor operates transportation facilities or services. Florida Department of Transportation The FDOT program was initially developed to help FTC better understand and identify the results of their investments - primarily linked to accountability. However, interest in the program has grown as the realization has set in that these tools can provide FDOT staff with measures of effectiveness to help them better manage their systems and identify areas requiring improvement. Georgia Regional Transportation Authority GRTA s enabling legislation mandates that they create an annual report of transportation performance for the greater metropolitan area. As stated in its 2008 MAP report, its values include: Connect transportation with land use. Remove barriers, implement best practices, and maximize the investment in transportation. Operate as an open, accountable, efficient and effective public authority. Operate within a decision-making framework that values public participation. Base decisions upon fact-based analysis that provides the greatest public benefits for the resources invested. Work for the best interest of the region in cooperation with federal, state, regional and local partners. Advocate and implement a transportation system that is multi-modal, seamless and accessible to all. 9

13 California Department of Transportation - As part of its performance measures-related efforts, Caltrans has established the Office of Performance Measures and Data Analysis. This organization collects and analyzes statistics related to the fiscal status, physical and geometric nature, operational performance, and condition of the State s roadway systems. Its primary function is to enable decision-makers and system users to have access to quality transportation information which facilitates performance-based decisions about transportation services and infrastructure. To this end, the office: Works with federal, local, and State jurisdictions and agencies to report on transportation-related expenditures and income in order to help decision-makers better understand California s fiscal situation. Supports performance-based decision-making by exercising leadership in the implementation of transportation system performance measures Performance Measures Tools/Methodologies Washington State DOT Performance measures focus primarily on the evaluation of general purpose (GP) traffic, and HOV lane utilization (a combination of carpools and public transit.) Some freight analysis work has also been done - research is currently underway to determine how best to add more and better freight performance data to the reporting process. The Washington State Ferries also contribute performance measures to the GNB. Key indicators used include: Peak travel times and volumes (average and 95th percentile [both in peak period]) by time of day Ratio of peak travel time to maximum throughput travel time Duration of peak period congestion Percentage change in peak hour travel volume Lost throughput productivity Percent of days when speeds were less than 35 mph (by time of day) HOV lane performance (90th percentile speeds by time of day) Accident rates Person throughput in peak periods (HOV, GP, and total). The GP lanes analysis area extends to wherever data collection exists in support of the freeway management system. For HOV lanes, travel times are computed for corridors where data can be obtained. Person throughput is collected where data can be afforded. Puget Sound Regional Council PSRC has access to wide ranging performance measures data from the WSDOT Gray Notebook. They would like to expand their analysis to include person throughput, but are lacking data for arterials and facing different data reporting procedures and limited data availability among transit agencies. The measures proposed for use as part of the CMP are described in the table on the following page. 10

14 Measure Highway HOV Transit Ferries Freight Non-Motorized Point-to-Point Peak Travel Time Point-to-Point Peak Travel Time Point-to-Point Peak Travel Time by Type Point-to-Point Peak Travel Time Point-to-Point Midday (?) Travel Time Travel Time and Delay Point-to-Point Peak Congestion Delay Congestion Delay and Duration Point-to-Point Peak Congestion Delay Congestion Delay and Duration Point-to-Point Peak Congestion Delay Congestion Duration Boat Wait Time Point-to-Point Congestion Delay Point-to-Point Congestion Delay Travel Time Reliability Standard Deviation of Peak Travel Time Travel Time Reliability Index Standard Deviation of Peak Travel Time On-time Performance Schedule Reliability (% on-time departures and % on-time arrivals) Standard Deviation of Peak Travel Time Travel Time Reliability Index System Access Percent of Park and Ride Capacity Used Percent of Park and Ride Capacity Used Percent of Population within x Distance of Transit Percent of Ridership with 2 or More Transfers Percent of Park and Ride Capacity Used Percent of Peak Period Transit Access Capacity Used Percent of Trips Require a Ferry-to- Ferry Transfer Sidewalk completeness Bicycle Route Completeness Throughput Crowding Peak Hour Person Movement Lane Density or Occupancy Peak Hour Person Movement Lane Density or Occupancy Safety Accident Rate Accident Rate Peak Hour Person Movement Peak Hour Load Factor Lane Density (HOV or Bus Lanes) Percent of Terminal Capacity Used Transit Accidents and Crimes Gold = Data is available Silver = Some data is available but additional refinement is needed to meet CMP uses. Bronze = Limited or no data is available. Peak Hour Person Movement Percent of Terminal Capacity Used Accident Rate Lane Occupancy or Occupancy Percent of Terminal Capacity Used Accident Rate Regional Trail Segments at or Over Capacity Pedestrian or Bicycle Accidents or Crimes Auto occupancy counting costs approximately $200,000 per year. Other data is collected as part of existing traffic management system operations specific budgets for the operation of these systems is not available. Florida Department of Transportation - FDOT s ITS Reporting Objectives currently encompass the following performance measures: Output Measures Total Annual Number of 511 Calls Total Annual Number of Road Ranger (similar to Freeway Service Patrol) assists Number of Miles Managed by ITS (Intrastate Limited Access vs. Non-Intrastate) Outcome Measures Travel Time Reliability and Delay Incident Duration Customer Satisfaction based on a questionnaire to determine public attitudes toward the deployed ITS services provided by FDOT. Originally, the FTC approached ITS Florida to pursue this effort. Workshops were held by ITS Florida and later the FDOT to select the six measures currently in use. Questions regarding system reliability currently under investigation include: When is reliability reporting needed? How should reliability be presented? How should reliability measurement activities within FDOT be coordinated? How should reliability measures be used? In addition, the FDOT planning office is investigating models for estimating statewide reliability. A project to develop a model for estimating reliability is currently being conducted by the University of Florida. 11

15 Georgia Regional Transportation Authority GRTA initially convened a steering committee to discuss and review the measures to be used as part of the original MAP report. This steering committee continues to meet once per year to review the draft MAP report and re-evaluate its content. The MAP report is primarily focused on highways and transit, in five general categories Mobility, Transit Accessibility, Air Quality, Safety, and overall Transportation System Performance. Mobility Measures used in the MAP include (the bulk of the MAP report focuses on this topic): Freeway Travel Time Index Arterial Congestion (being dropped from 2008 report due to a lack of data) Daily vehicle miles traveled (VMT) per person Pavement condition rating Transit Passenger miles traveled Annual transit passenger boardings Planning Time Index (added in 2007) Buffer Time Index (added in 2007) Transit Accessibility Measures include: Population and employment within walk distance to transit, Transit revenue service hours, Passenger trips per transit service hour, and Number of vanpools. Air quality measures focus on daily vehicle emissions. Safety measures focus on traffic crash fatalities, pedestrian/bicyclist fatalities, and roadway clearance time. Overall Transportation System Performance is evaluated via a series of composite indices based on the performance measures described above: Roadway Services (mobility) Transit Services (transit) Roadway Emissions (air quality) Roadway Safety (safety) Overall Transportation Performance, referred to as the Atlanta Transportation Performance Index (ATPI), is based on a combination of the other four indices. It was developed as part of an effort to provide a single measure for use in tracking the state of the region s transportation system 4. WSDOT s initial audience was the technical staff of regional transportation agencies. Once the statistics became available, their usefulness in supporting decision-making at the political level became the highest level benefit. Currently, audiences range from engineering and planning staff, to upper level agency (WSDOT and other agency) management, to elected officials and the general public. Due to disagreement regarding the methodology used to create the ATPI it has been left out of the 2008 MAP. California Department of Transportation - The primary focus of the performance measures program is on freeways, but some elements of statewide transit performance are tracked as well. Caltrans quarterly performance reports typically consist of two major sections. The first section presents key dashboard indicators for the performance measures identified in the Strategic Plan. The second section provides information on performance trends over the past several reporting cycles. The purpose of this information is to provide Caltrans management with the tools necessary to monitor progress in specific areas and make appropriate 4 The ATPI is composed of the following measures: Travel time index, Planning time index, Daily vehicle miles traveled, Transit revenue service hours - MARTA, Transit revenue service hours - other, Transit passenger miles traveled, Transit passenger boardings, Vehicle NOx emissions, Vehicle VOC emissions, Vehicle PM2.5 emissions, Highway fatality rate per 100 million VMT, Pedestrian and bicycle fatalities per 100,000 population. 12

16 adjustments aimed at achieving the agency s strategic goals and objectives. Performance measures are focused on the following general areas: Safety traveler fatality rates, worker fatalities, and worker incident rate Mobility vehicle hours of delay, system reliability, intercity rail ridership, and single occupancy vehicle use Delivery project delivery costs, project delivery milestones, and project construction costs Stewardship pavement conditions, financial resources, infrastructure deficiencies, management of assets Service employee attrition, adequacy of training, employee satisfaction, etc. The most current report of Caltrans Performance Measures is posted on the Internet at Caltrans home page 5 (under Highlights - the link to the document is titled Latest Report of Caltrans Performance Measures ) Selection of Geographic Areas for Analysis Washington State DOT - For GP lanes, the analysis area extends to wherever data collection exists in support of the freeway management system. For HOV lanes, travel times are computed for corridors for which data can be obtained, while person throughput is collected where data can be physically collected and at the number of locations allowable given the financial constraints of the person occupancy data collection budget. This includes at least one location on all freeway corridors in the Central Puget Sound region. Puget Sound Regional Council - The basis for the geographic coverage area is the metropolitan transportation network, which was developed as part of the PSRC s original congestion management system. That in turn was an outgrowth of the designation of the key links in the national highway system and the metropolitan transportation network. Performance measures are used in just about every management and operational decision made regarding urban freeway planning, operation, and construction. Florida Department of Transportation The system is focused primarily on assessing conditions on highways, but there is some reporting on arterials (currently this is exclusively output-based). Georgia Regional Transportation Authority The GRTA reports on those highways and transit facilities for which data is available. California Department of Transportation - The system is focused primarily on assessing conditions on freeways, but there is some reporting on transit Data Collection and Analysis Washington State DOT - Travel time and vehicle volume data come primarily from inductance loop detectors; although a minor amount of data comes from other detectors as well (e.g., SpeedInfo doppler radar detectors provide some speed data). These detectors are operated by WSDOT s NW Region as part of their ramp metering system. Person throughput is based on vehicle volume data and manually collected car occupancy data, plus transit ridership data collected from Automated Passenger Counting systems operated by the transit agencies. Data is not currently available from arterials. Data accuracy varies. Locations selected for reporting generally have vehicle volume +/- 10%. Average travel times are within the margin of error for the floating car ground truth tests performed to test their accuracy. (Roughly +/- 2 minutes.)

17 Little modeled data is used as part of the performance monitoring program. The statewide lost productivity computation converts available AADT measures into measures of lost productivity by assuming time of day volume distributions - an algorithmic modeling, rather than a model simulation. Auto occupancy counting costs approximately $200,000 per year. All other data is collected as part of existing traffic management system operations - specific budgets for the operation of these systems are not available. Statewide AADT values are paid for as part of ongoing statewide volume counting performed to support federal HPMS reporting requirements. Puget Sound Regional Council - Travel times and vehicle volume data on freeways are supplied by WSDOT, and are collected primarily from their inductance loop system. Auto occupancy data come from the University of Washington based on funding from WSDOT. Transit system performance data are supplied by the various transit agencies operating in the region. Traffic volume data on arterials comes from a combination of existing city/county data collection efforts, supplemented by counts paid for by PSRC. PSRC is still looking for better (and more affordable and cost effective) sources of data, particularly for arterial performance, freight movements and congestion, and non-motorized modes of travel. Four-step model output is used to develop most predicted measures. Data accuracy varies. In general, the data reported are acceptably accurate. The bigger issue is related to those measures for which data is not readily available. In some cases (pedestrian, bike, and arterial data) there is no readily available mechanism that allows such data to be collected at any reasonable expense. The majority of data are provided to PSRC at no charge by the agencies that actually operate the transportation facilities and services. PSRC does not have the budget to collect the data that are not already available through those agencies. Types of data that PSRC would like to have access to, but currently do not include: Arterial data Freight (primarily trucking) movement and volume Pedestrian movements (volumes and travel time) Bike network completion, use and travel times Park and Ride utilization by time of day (peak utilization information is already available) Much of the data desired does not exist, and can not be collected with only the available budget. Creativity is needed at the agency level to cost-effectively collect the necessary data, and upper management support is needed in order to allow that creativity to take place. Florida Department of Transportation Raw data is provided by the various FDOT districts for analysis by the FDOT Central Office. Only measured data, no modeled data, is anticipated to be used as part of data analysis efforts. At the present time, little reliability-related data is available for use, but some data is becoming available in District 4 (Ft. Lauderdale region), District 5 (Orlando region), and District 7 (Tampa Bay Region). No assessment of data accuracy is currently available. Other data issues besides availability include data quality and the value of modeled data vs. measured (collected) data. Georgia Regional Transportation Authority All performance measures are based on observed data, except for population and employment within walking distance to transit. Data is available for most highways in the Atlanta region (estimated to be accurate to within 10% of actual conditions). GRTA routinely reviews the quality of the data provided to them, and works with other agencies to improve it. There are currently no data collection costs borne by GRTA as all data is collected by other agencies. Additional reliability data has recently become available based on real-time data from the Georgia Navigator Traffic Management System (volumes, travel times, and vehicle miles 14

18 traveled). The primary data collection issue faced by GRTA is a lack of data for all geographic areas and insufficient data on area arterials (resulting in arterial congestion being dropped from the 2008 MAP Report). California Department of Transportation - Data concerning the urban freeway system is primarily from PeMS (loop detector data backed up by floating car runs). PeMS is a joint effort of the University of California - Berkeley, Caltrans, California Partners for Advanced Transit and Highways, and Berkeley Transportation Systems. Its purpose is to collect historical and real-time freeway data from freeways in the State of California in order to compute freeway performance measures. Activities are currently underway aimed at incorporating both arterial and transit data into PeMS for use in both statewide and regional reporting. Transit data is from the national transit database and a variety of other resources are used to support other reporting requirements. Caltrans has conducted no independent verification of the accuracy of these data sources Data Processing Washington State DOT Primary data analysis tools are based on software written as part of research projects funded in the mid- to late 1990s. These feed summary outputs into Excel spreadsheet templates, which produce summary statistics. Puget Sound Regional Council - Most data processing is done by the collecting agencies, not by PSRC. PSRC has some self developed tools for summarizing larger data submissions into the summary statistics and presentation material needed for the CMP activities. Florida Department of Transportation Data collection and travel time reliability reporting (along with other speed-related measures) will be managed by FDOT SunGuide traffic management software v3.0. Other data will be collected by FDOT s prototype central data warehouse (CDW) being developed by the University of Florida. The CDW will be fed reliability and incident data from SunGuide. Transportation measures are being distributed to transportation professionals across the country to encourage their use. However, as this effort is still in its infancy, these measures need to be tested to determine their overall accuracy and usefulness. Georgia Regional Transportation Authority Data analysis is primarily carried out via Excel spreadsheet. California Department of Transportation - Most data analysis and chart/graph development is conducted using Excel Delivery/Reporting Washington State DOT Distribution of performance measurement results is through formal reports, web sites, and via ftp sites when requested for interagency data transfer. The formal reports are available in printed form in limited numbers and can be downloaded from the web. The base statistics and spreadsheets used to create those summary statistics are also posted on web sites for anyone to use 6. Other, larger data summaries are posted to ftp sites for use by partner agencies. Visualization tools are provided via Excel and PowerPoint (techniques invented in-house, but which are now widely publicized.) They were selected because they were readily available and very flexible

19 The initial audience for this data and results was the technical staff of regional transportation agencies. However, once the statistics became available, their usefulness in supporting decision-making at the political level became the highest level benefit. They also serve a significant media relations function. Currently, audiences range from engineering and planning staff, to upper level agency (WSDOT and other agency) management, to elected officials and the general public. Puget Sound Regional Council - Distribution is through formal reports, web sites, and presentation material as part of the 2040 plan update. No formal material is currently presented other than as part of the 2040 plan update and related meetings. No particular visualization tools have been developed specifically for the CMP, however the PSRC does use its existing GIS tools for map generation. The audiences are primarily elected officials, planning professionals, and representatives of the general public that are involved in the regional plan update and the project identification and selection process. Florida Department of Transportation - Primary audiences are the FTC, FDOT Upper Management, FDOT District staff, and the general public. It is anticipated that results of the program will be made available via presentations at annual working group meetings, relevant FDOT websites, and via the FDOT newsletter (The SunGuide Disseminator). However, at the present time visualization tools remain under development and no reliability graphics have been developed. Georgia Regional Transportation Authority Primary audiences for the MAP Report include: the Georgia DOT, MATRA (region s MPO), Georgia Tech, local county traffic agency staff, the general public, and the media. Due to the wide variety of performance measures referenced, the FDOT study recommends potentially developing a number of different report types for use to convey these different measures to diverse audiences. California Department of Transportation - Caltrans is unsure as to who their primary audience is/should be. This has been a stumbling block to further implementation of their program Overall Success of the Program Washington State DOT Performance measures are used in just about every management and operational decision made regarding urban freeway planning, operation, and construction. These same statistics are used to inform the regional planning process, and are currently being used to calibrate the regional planning model so that it can produce measures of system reliability, as well as average performance. The very positive reception of these performance measures has led to considerable pressure to develop cost effective mechanisms that produce similar statistics for arterial performance. Puget Sound Regional Council At the present time, performance measures are used only to help inform the regional plan update. Some measures are used to help inform the current project selection process, but since the CMP has not been formally finalized or adopted, its use in the project selection process is not formal. It is intended that these tools will provide PSRC with the ability to more effectively compare modal performance and to effectively plan for and evaluate the effectiveness/performance of multi-modal transportation improvements. Florida Department of Transportation The program is currently in the final stages of development and doesn t yet have results to report. 16